Automotive vehicle speed control device



Dec. 25, 1945. I A. F. MILLER 2,391,586

AUTOMOTIVE VEHICLE SPEED CONTROL DEVICE Filed Jan. 26, 1944 2 Sheets-Sheet 1 ,5 Z MW M Jf/ornqys 2 A. F. MILLER I AUTOMOTIVE VEHICLE SPEED CONTROL DEVICE Filed Jan. 26, 1944 2 Sheets-Sheet 2 54 I J52 k rzzar: 5 Jzqymif iii/filler Z0 i glzarrzeys Patented Dec. 25, 1945 AUTOMOTIVE VEHICLE SPEED CONTROL DEVICE August F. Miller, Chicago, Ill., assignor to Vac-U- Matic Corporation, Chicago, Ill., a corporation of Illinois Substituted for abandoned application Serial No. 463,671, October 28, 1942. This application January 26, 1944, Serial No. 519,700

1 Claim.

The present application represents a refiling of \appellants earlier but abandoned application, Serial No. 463,671 on the same subject matter.

This invention relates to an automotive vehicle speed control device.

More particularly, this invention relates to an automotive vehicle speed control device which may readily be arranged in the air-fuel mixture passage of an automotive vehicle internal combustion engine.

An object of the invention is to provide an automotive vehicle speed control device for accurately controlling the speed of an internal combustion engine operated automotive vehicle such as a passenger car, truck, bus or the like.

An additional object of thejnvention is to afford an automotive vehicle speed control device which is simple and inexpensive in construction and may readily be installed in the air-fuel mixture passage of an automotive vehicle internal combustion engine without requiring reconstruction of the engine or the parts thereof. An additional object of the invention is to afford a novel automotive vehicle speed control device which will accurately control the speed of an internal combustion engine and an automotive vehicle driven thereby and which may readily be constructed and adapted for use upon various types of internal combustion engine operated automotive vehicles including passenger cars, trucks, buses and the like made by different manufacturers.

Another object of the invention is to construct and arrange the new automotive vehicle speed control device in such a manner that it will not interfere with or impede or block the passage of the air-fuel mixture through the air-fuel mixture passage of an internal combustion engine with which it is associated, except to the extent that the size of the fuel outlet opening therein will control the volume of the air-fuel mixture passing through the air-fuel mixture passage, to the end that blocking of the air-fuel mixture in the air-fuel mixture passage and consequent diificulty in starting the engine, as has been experi-v enced in the use of somewhat similar prior art devices, are eliminated.

An additional object of the invention i to provide, in one embodiment thereof, a novel and relatively simple and inexpensive valve structure which may be readily installed in the airfuel mixture passage of an automotive vehicle internal combustion engine, or the like, for accurately controlling or regulating the volume of the air-fuel mixture flowing therethrough and the consequent speed of the said internal combustion engine and of an automotive vehicle driven thereby.

A further object of the invention, ancillary to the foregoing and immediately preceding object, is to construct and arrange the new valve structure in such a manner that it will not retard the acceleration of an internal combustion engine driven automotive vehicle with which the new valve structure may be employed.

Other and further objects of the present invention will be apparent from the following description and claim and will be understood by reference to the accompanying drawings which, by way'of illustration, show preferred embodiments and the principles thereof and what I now consider to be the best mode in which I have contemplated applying those principles. Other embodiments of the invention embodying the same or equivalent principles may be used and structural changes may be made as desired by those skilled in the art without departing from the present invention and the purview of the appended claim.

In the drawings,

Fig. 1 is a fragmentary elevational view of an internal combustion engine showing a typical embodiment of the new automotive vehicle speed control device associated therewith, a portionof the wall of the air-fuel mixture passage being broken away to show the arrangement of the new speed control device therein;

Fig. 2 is a top plan view on line 22 in Fig. 1, partly in section;

Fig. 3 is a perspective view of a typical embodiment of the new automotive vehicle speed control device;

Fig. 4 is a longitudinal sectional view on line 4- l in Fig. 3;

Fig. 5 is a perspective view of a modified form of the invention;

Fig. 6 is a central longitudinal sectional view of the form of the device shown in Fig. 5, the position of the parts being inverted better to illustrate the construction thereof;

Fig. '7 is a view similar to Fig. 1 but illustrating another modification of the invention;

Fig. 8 is a top plan view on line 8-8 in Fig, 7, partly in section;

Fig. 9 is a central vertical sectional view of the form of the invention which is illustrated in Figs. 7 to 11, inclusive, and showing the movable valve member in its raised position;

Fig. 10 is a top plan view on line Ill-Ill in Fig. 9, partly in section; and

Fig. 11 is a central vertical sectional view similar to Fig. 9 but showing the movable valve member in its lowered position.

A typical embodiment of the new automotive vehicle speed control device is illustrated in Figs. 1, 2, 3 and 4 of the drawings, wherein it is generally indicated at I9, and comprises a one-piece -body II which may be made of any suitable and available and relatively inexpensive material such, for example, as in the form of a oneoperation metal stamping from relatively thin flat sheet metal stock, or from plastic or other materials.

As shown in Figs. 2 and 3', the body II of the new automotive vehicle speed control device I is generally oval-shaped in plan and includes a pair of attaching e'ar portions I2 each of which is provided with an opening I3 for the reception of a fastening element or bolt I4 whereby the new automotive vehicle speed control device may be retained inv position of use in the air-fuel'mixture passage I5 of an internal combustionengine I8 between th carburetor I6 and the intake. manifold II thereof, as shown in Fig. 1.

As shown in Figs, 1 to 4 inclusive, the body II of the new automotive vehicle speed control device I'ii' includes a cup-shaped pocket in the' form of a depression or concavity I9 which is arranged centrally of the body II. The pocket or depression I9 is made to conform to the cross sectional area or diameter of the air-fuel mixture passage I5 and the circular fuel outlet opening is provided in the center of the depression or concavity I9, at the bottom thereof. The outer or bottom marginal edge of the fuel outlet opening 20 is provided with a bead ZI- which extends circumferentially therearound', fora reason-which will be explained hereinafter.

It will be noted, in thisconnection, that the central fuel outlet opening 20 in the concavity or depression I9 must be accurately formed as to size or diameter because the size or diameter of this opening determines the volume of theair fuel mixture which will pass thereth-r'oug-h and thus controls the speed of the internal'c'ombustien engine I3- and of the automotive vehicle con trolled or driventhereby.

Itwill also be noted, in thisconnection, that in order to insure that the fuel outlet opening 20 will retain its desired size and shape and will not be deformed during or after the operation of forming this opening, a strengthening or reinforcing bead ZI is provided'thereon during the operation of punching the fuel outlet opening 20 in the body H.

In the use of the new automotive vehicle speed control device ID the same may readily be installed in position of usein the air-fuel mixture passage of an internal combustion engine I8 without necessitating any reconstruction of the engine or the parts thereof and without necessitating any particular skill on the part of the person installing the device. This is accomplished by merely removing the conventional fastening elements or bolts I4 employed to mount the carburetor I6- upon the intake manifold I! and then arranging the body I I of the new automotive vehicle speed control device I!) in and so that it extends across the air-fuel mixture passage I5 with the depression or concavity I9 facing downwardly, that is to say, away from the carburetor I6 and toward the intake manifold IT. The device may then be secured inposition of use by inserting the bolts- I 4 through the openings I3 in the ear portions I-2-' of the body I I and tightening the bolts I4 back into position of use.

When the new automotive vehicle speed control device I0 is thus installed in position of use, the depression or concavity I9 covers or fills the entire cross sectional area of the air-fuel mixture passage I5 and as the air-fuel mixture flows through the air-fuel mixture passage I5 it strikes the depression or concavity I9 which imparts a whirling motion thereto. The air-fuel mixture then flows through the central fuel outlet opening ,20' in the depression or concavity I9 and then flows into the intake manifold I! of the engine I8.

It will be noted, as pointed out above, that the concavity or depression I9 covers the entire cross sectional area of the air-fuel mixture passage I5 so that any and all fuel, in either liquid or vapor form, flowing through the air-fuel mixture passage I5 must engage the depression or concavity I9 and pass through the fuel outlet opening 20. It will thus be seen that the size or diameter of the fue1 outlet opening 20 controls the volume of fuel which will pass-through the air-fuel mixture passage I 5 into the intake manifold I! of the internal combustion engine I8 and by accurately controlling the size or diameter of the fuel outletopening 20' and adjusting the size of this opening to the particular type and size of engine-with which it is to be used, the speed of various types of internal combustion engine operated automotive vehicles may be accurately controlled to within an accuracy or variation of a mile per hour from the desired or intended maximum speed -tobe permitted.

It will also be observed that since the: concavity or depression I9 is of the same diameter or cross' sectional area asthe air-fuel mixture passage I 5- and faces downwardly in the air-fuel mixture passage I5, the liquid phase or portion of the air-fuel mixture flowing therethrough will always drain from the depression. or concavity I9 through the fuel opening 20 by gravity and will not accumulate upon or be blocked by the body of the'automotive vehicle speed control device as occurs the use of certain somewhat similar prior art automotive vehicle speed control devices. Hence, it will be seen that the new automotive'vehicle speed control device does not block or impede the flow of the air-fuel mixture through the air f-uel mixture passage I-5 except to the extent that the flow of the air-fuel mix,- ture is controlled by the size or diameter of the fuel outlet openin 20. This feature is particularly important instarting an internal combustioneng-ine with which the new speed control device is associatedbecause' if it were notfor thedepressed portion or' concavity I9; and for the-fact that the depression or concavity I8. has the same diameter as the air-fuel mixture pas-- sage Iiand hence covers the entire cross sectional area of' the latter, a substantial amount of the air-fuel mixture would be blocked and held by the body of the device and. the starting of the engine. would thus be materially hindered. Hence, in .this manner the. new automotiv vehicle speed control device overcomes one of the difilculties heretofore experienced in the use of somewhat similar automotive vehicle speed control devices.

A slightly modified form of the invention is illustrated in Figs; 5 and 6 and those parts ofthis form. of: the invention which correspond: to similar parts'ini the form of the invention which is illustrated; in. Figs; I to 4, inclusive; have: been given similar reference numbers followed by the distinguishing letter a."

The form of the invention illustrated in Figs.

and 6 is substantially similar to the embodiment I of the invention which is illustrated in Figs, 1 to 4, inclusive, except that in this form of the invention a fuel-deflecting or fuel-spreading member 22, which is, in general, complementary to the part [9a in size, shape and diameter, is secured in any suitable manner, as by soldering, to the bead 2 la which extends circumferentially around the fuel outlet opening a in the part l9a. To this end the fuel-deflecting or fuelspreading member 22 is provided with a centrally arranged opening 23 for the reception of the bead or flange 2Ia on the depressed portion I9a of the member I la, as shown in Fig. 6. As is also shown in Fig. 6, the position of the fuel-deflecting or fuel-spreading member 22 upon or relative to the depressed portion |9a of the member Ila is reversed or opposite, that is to say, in position of use the fuel-deflecting or fuel-spreading member 22 extends convexly. upwardly in the air-fuel mixture passage rather than extending concavely downwardly therein as does the depressed portion l9a of the member I la.

In the use of the form of the invention which is shown in Figs. 5 and 6, the member Ila, in which the depressed portion or concavity [9a is formed, may be so positioned in the air-fuel mixture passage l5 of an internal combustion engine that the said depressed portion or concavity l9a extends concave downwardly in and relative to the air-fuel mixture passage l5 and so that the fuel-deflecting member 22 is convex upwardly in and relative to the said air-fuel mixture passage I5.

In the use of the form of the invention which is shown in Figs. 5 and 6, the air-fuel mixture, as it flows through the air-fuel mixture passage I5, will strike and enter the concavity l9a in the member Ila whereupon it will flow through the outlet opening 20a, into the intake manifold l! of the engine I8.

It will be noted, in this connection, that as the air-fuel mixture passes out of the fuel outlet opening 20a it will be deflected or spread throughout the air-fuel mixture passage l5 by the fueldeflecting or fuel-spreading member 22. In this manner the volume of the air-fuel mixture flowing through the air-fuel mixture passage l5 and the intake manifold l1 into the engine ill will be controlled and will, in turn, thus accurately control the speed of the engine I8 and of an automotive vehicle driven thereby.

Another typical and a preferred embodiment of the invention is illustrated in Figs. 7 to 11, inclusive, of the drawings and those parts of the internal combustion engine which are-illustrated in Figs. 7 and 8, and which correspond to similar parts shown in Figs. 1 and 2, have been given similar reference numerals followedby the distinguishing reference character b.

While the form of the invention which is illustrated in Figs. 1 to 4, inclusive, and the form shown in Figs. 5 and 6, work quite satisfactorily, in general, there may be in certain instances some tendency in the use of these forms of the invention to prevent or retard rapid acceleration of an internal combustion engine and automotive vehicle driven thereby and with which such forms rapid acceleration is eliminated and a speed control device is provided which is accurate, rapid and positive in operation.

The form of the invention which is illustrated in Figs. 7 to 11, inclusive, may be employed in conjunction with the air-fuel mixture passage, as l5b, of an internal combustion engine, as I8b. This form of the invention comprises a preferably metallic member 24 which corresponds generally to the members ll and Ila, being substantially oval-shaped in plan, and including a pair of ear portions 25 each of which has an opening 26 formed therein for the reception of a fastenin element, such as one of the bolts Mb by means of which the form of the invention shown in Figs. 7 to 11, inclusive, may be mounted in position of use in the air-fuel mixture passage |5b of the engine I81), in substantially the same manner as in the form of the invention which is shown in Figs. 1 to 4, inclusive, is illustrated as being mounted in the air-fuel mixture passage l5 (Fig. 1), that is to say, by means of the same fastening elements or bolts Mb which are used to mount the carburetor I611 upon the intake manifold llb of the engine I81). 7

In the form of the invention which is illustrated in Figs. 7 to 11, inclusive, the member 24 has a depressed and substantially frusto-conical portion 21 formed therein, substantially centrally thereof, and when the member 24 is positioned in the air-fuel mixture passage l5b this frustoconical portion 21 extends downwardly in and relative to the air-fuel mixture passage l5b, that is to say, in the direction of flow of fuel fromthe carburetor I 6b, through the air-fuel mixture passage l5b, into the intake manifold Ilb of the engine Mb.

The form of the invention which is illustrated in Figs. 7 to 11, inclusive, includes a spider which is substantially U-shaped and includesvalve assembly supporting member 28-29-32 and this valve assembly supporting member 28-43-32 includes a pair of hanger or supporting arms 28 and 29. The hanger or supporting arms 28 and 29 are secured at their upper end, as at 38 and 3|, respectively, to the depressed or frusto-conical portion 27 of the member 24, on the bottom side thereof, and in any suitable manner, as by means of soldering or the like. As shown in Figs. '7, 9 and 11 the hanger or supporting arms 28 and 29 are integrally joined together at the lower ends thereof by means of an interconnecting web portion 32.

A compression coil spring 33, which is preferably somewhat larger at its base or lower end than atits top or upper end, (Figs. 7, 9 and 11), has its lower and. relatively larger end mounted upon the interconnecting web portion 32 of the supporting member or hanger 28- -29-32. The lower end portion of the spring 33 is disposed around or is anchored to a nut 34 which is carried by the web 32 and has a threaded opening 35 formed therein. Formed in the web 32, in alignment with the threaded opening 35 in the nut 34, is an opening 36, and the threaded lower end portion 31 of a relatively stationary valve stem guiding member post 3'8 is screwed into the threaded opening 35 in the nut 34 and extends downwardly through the opening 36 in the web 32, as shown in Figs. '7, 9 and 11.

Slidably mounted upon the valve stem guiding member or post 38 is a tubular valve stem 39 and carried by the tubular valve stem 39, at the upper end thereof, and integral therewith, is a disc-shaped valve head 40. The movable valve stem' 39- and the valve head 40 thereon are re tamed upon th Val-V6 stem gilidifig member 61 post 38 by means of an annular or disc' s'h'apedretaining flange 4| which is formed upon the valve stem guiding member 31% at the upper endthereof.

Suitable spacing washers 42 may be arranged uponthe nut 34 and around the valve stemguiding' member or post 38 and one or more washers,

as w may' be arranged around tho-tubular valvestem 39 between the upper end of the spring 33 and the valve head to tdvary'or adjust the compression of the-coil spring 33.

In the use of the form of the inventionwhich isillustrated in Figs. 7 to 11', inclusive, the valve assembly embodied therein may be arranged in the air-fuel mixture passage 95b of an internal combustion engine H36, in the manner hereinbefore explained, and the valve head 46 thereof will initially and normally be disposed in raised position,- as shown in Fig. 9, when the engine i811 is idling.

However, when the foot-operated accelerator of the automotive vehicle driven by the; engine 181) is depressed to accelerate the speed of the vehicle, and when the volume of the air-fuel mixture flowing through the airfuel mixture passage I572 reachesa point at which the auto-- motive vehicle driven by the engine tab will have acquired a predetermined speed such, for exam ple, as 35- miles per hour, the partial vacuum developed in the air-fuel mixture passage I56, and consequent pressure differential upon opposite sides of the valve head or disc 4"! will forcethe latter downwardly, against the action of the spring 33-, into the position in which the parts are shown in Fig. 11. During this movement the tubular valve stem 39 is guided by and slides upon its guiding member or post 38;

It will be noted that when the parts are thus disposed in lowered position, as in Fig. 11, the valve disc or head 65 is disposed relatively close to but slightly above the upper surface of the frusto-conical portion 21 of themember 24 and the lower end portion of the tubular valve stem 3'9 is disposed in engagement with the uppermost one-of the washers 42, as shown in Fig. 11 when the parts are thus disposed in lowered position, as in Fig. 11, the space thus afforded between the valve disc or head 46 and the upper surface of the depressed portion 21 of the member 24 is such as to permit a sufilcient volume of the airfuel mixture to flow through the space between the valve disc or head 46 and the upper surface of the depressed portion 21 of the member 24 to maintain the engine I86 and the automotive vehicle driven thereby at a predetermined and desired vehicle speed and such, for example, as 35 miles per hour.

However, if and when the driver of the vehicle drawn by the engine l8b releases the accelerator pedal, the degree of partial vacuum in the airfuel mixture passage I51), and the resultant air pressure differential upon opposite sides of the valve disc or head 46 will be decreased, where-- upon the compression spring" 33 will then urge the valve disc or head 40 and its supporting stem 39 back into raised or idling position, as in Figs. 7 and 8.

It will be noted that the space between the lower surface of the valve disc or head 4-0 and the upper surface of the depressed and substantially frusto-conical portion 21 of the member- 2: may be varied by varying the number and (iii thickness of the washers 42 which arearrangm upon the nut 34 and that the compression of thespring 33 may be varied by varying thethickness and number of the washers- 43'.

It will thus be seen that by varying thethick ness and number of the spacing washers 42, the extent of the downward movement of the tubulai valve stem 89 and of the disc-shaped valve relatively fixed member 24 may be varied so as internal combustion engine and the automotivevehicle with which the new valve assembly are employed, since,- as'will readily be understood, the greater the distance or space between the valve head 40, and the tapered side wall 21, when the said valve head 40 is in its lowered osition, the greater will be the volume of fuel flowing through this space, in. a given unit of time, and. the greater Willbe the resulting engine and automotivev'ehicle speed and, conversely, the smaller this space or distance is" the lower will be the resulting engine and automotivevehicle speech The form of the invention which. is shown in Figs; '7 to 11 inclusive, is very fast and positive in operation and has no tendency to prevent or retard rapid acceleration of the engine |8b of an automotive vehicle driven thereby in response to operation by the driver of the accelerator pedal.

It' will: thus be seen from the foregoing description, considered in conjunction with the accompanying drawings, that the present invention arrcomplishes its intended objects, and has the de sirable advantages and characteristics, including those hereinbefore pointed out and others inher ent in the invention.

While I have illustrated and described. selected: embodiments of my invention, it is to be un derstood that these are capable of variation and modification and I therefore do not wish to be limited to the precise details set forth. but desire to avail myself of such changes and alterations as fall within the purview of the following claim.

I claim:

A device of the character described including a supporting plate adapted to be inserted in the joint of an air-fuel line of an internal combustion engine, said plate having a frusto-conical depressed seat portion surrounding a substantial-ly central opening, a sheet metal spider secured on the under side: of the frusto-conical depression, a headed post mounted in the said spider, a disk-valve having a depending sleeve mounted on"- said post, resilient means for maintaining said disk-valve against the head of the post, the disk-valve being normally above the frusto conical depression, but under the influence of vacuum and pressure differential in the air- -fuel line the said. valve is depressed. toward said seat and thereby regulating the quantity of the air fuel mixture.-

AUGUS'I F. 

